Emergency-brake.



P. B. COREY.

EMERGENCY BRAKE.

APPLICATION FILED JULY 16,1903.

904,844. Patented N0v.1908.

E 2 SHEETS-SHEET l,

W 3TH B55135 HWEWOR. Ov $0; 7 M FRED El. COREY.

AT T Y.

P. B. COREY.

EMERGENCY BRAKE.

APPLICATION FILED JULY 16, 1903.

Patented Nov. 24, 1908.

' 2 SHEETS-SHEET 2.

INVENTOR. FRE 5. COREY ATT Y.

. WI IIIWIy ll 11 2N MED file s; l w

FREE GQREY, OF SFGHENZEOTADY, NEW YORK, ASSIGNOR i -G GENERAL ELECTRIC Fist A GQRPOBATION OF #31 @mum" Wu R 4 l. .16 c ees. izlyeclficsizon of Lassen Ema-enamel "is m. 23%, 1

wheel @35 may fiOTBGfiV/L. means 01? e.- pilet e'z' controlling; val

it known the: M B FEE/Coma e citil in creximity ills ee'ntrellieg smells;

3) zen United States, residing at Scl1enin theerdinewsform cit e tezlyl, 1n the county of Schenectady and beaks systems "m use the New Yerk, have lnvenied eeetein melly maintained the its Y and useful improvements in Emer- '50 eeemlsper square inch.

Brekes, of Wlfiich she following is 2G @cumls sqeme 7 ch 0': themes the ire e-velve is a i1 Q l she lifil l v r/axes :11 casecf an emergency and nary reservezr. Deming the em" e '1 m w 2 is intern-"lied for Wll'l'l electzleellverenei mp cielly in eeunectien cation of ice brakes pl sure U A L ed vehicles 01' trains trein-gipe is reucecl be she en'iple g mg e bra-kl g actuated by therebv causing 2 Waste an 5 fluid pressure. useful resullzafter ch8l31lDl& & l

In elf-brake systems as commonly speller Furthermore it" the 3 pa n eleelricclly-prcpelled vehicles, i1; is desirreduced 0 "l fl fi fi fi givfl to provide an eutcmetieallyactuated. mien 0 e brakes it r um l er ether equivalent mechanism Willem time to recharge the t2. p r t L per-sic is cause the tube applied is cperate the triplewalve efid selease h s m of an emergency. an emerbake, is ifherefere desirable 5c EI ZGViLl-G Whenever ilze mole-amen be me ecnnectefl with the air-brakes;

we; lllCllfilClllEn-til lghrough sudden illness, which will pieve" 1 the. pressure in irai i etlzeeeause and it new com; pipe frem feln'm below a predeierz emergency render the 0p of ihe en .5 311'; issued in mere pesitive and i0 slmpli Maxwell 1%1908, time, and a further object is be eccnen 5-5 inventien therefore the 215. used in theepemtiml or an ponmustes an improvement on the devices matic sir-brake system end to increase the h in Elle patent above referred cc. rapidity with which the brakes may be suc- V mventmn 1s particularly adapted for cesslvely spphed and released. m cennechen w th the secellezl 21mm My mventzen ilxerefcre ifiilSiSlfS 1n the 4 e air-brake sysicm flies; 1s, a system cembine'ticn with an emergency Mme for in which the trein-pipe is exhausted to a'ze in. eennecticn with "s ie 'Z'QOSPllQTQ to apply the brake: in centrsdis alt, system, of a Te-i xi nation la the straight sl -brake system which. is adapted tc prevent 4-42 i which the cempressedfluicl is supplied to of the train-pipe pres: 1 c

' valve predeln-gipe frc 1 a seurce 0? supply in terminal amcun't. after i valve 1e brakes.v In such a system. it is has been Opel-steel, m l in; vnti of if? [feslrenle '50 provide an emergency iepmvements in the cmlsl'ruetlon of he valve which will. have perks 0f :5! il iclen't emergency valve which will be he is efchaa'ist the traimplpe rapidly "50 cause full fdesczibed and more clearly forth brakes to be applied quickly in case cf in the appended claims. 100 an en'lel'geney zml tc se construct said valve In the accompanying firawings which illus- Q' mt in case it sticks in an inoperative pesitime the preferred emboimeet of my inthe pressure Within the trainpipe venticn, Flgm e 1 is an elevation cf 21 specific eisnc to frce Slie valve frem 11's seat and. form of motes cemrcller supplleelwith emerlz ihese results, I employ a large-ported said controller being shown broken away slide-valve maintained. yleliiingly on in section; Fl 2 1s a sec-{10ml plan seai mad central smd slide-valve by new of the eentzel er and emergency-valve cause the brakes to be applied. Tu accon'zgeneywalve actuetingmlechanism, parts of '5' l a vertical section through said emergency valve on the line 7 7 of Fig. 6.

Referring now to the drawings, A represents the back of the controller casing and E the operating handle for the controller cylinder B'mounted within said casing. The controller cylinder B carries the usual con tact segments and is geared by cog-wheels C and C to the shaft Dwhich runs up into the hub e of the operating handle E, the said hub-being rotatable in an opening in the capplate A and fastened to the shaft D by means of a set-screw d. Rotatably mounted on the shaft D is a sleeve F maintained yieldingly. in its normal position by means of the helical spring F which is connected at one end to the sleeve and at the other end to the shaft, preferably by means of the collar D secured to the shaft. The sleeve F carries a cam f and lug f (Fig. 2), the latter serving as a stop by abutting against a stationary lug a on the under side of the cap-plate. 4

Connected with the knob E in the controlling handle isva pin 6 which rests upon the long arm of the lever E fulcrumed on the operating handle E. A spring E bears on the short armof the lever E and keeps the pin and knob normally raised. A toothed rocker E also is fulcrumed on the operating handle and engages with the short arm of the lever E The other end of the rocker E engages with a lug on the upper end of the bolt G slidable in a keyway in the shaft D and adapted to enter a notch 7 formed in the upper end of the sleeve F and acts to lock said sleeve to the shaft. The bolt Gwill enter the notch whenever the knob E is depressed, providing the controller is'in theoff position. The sleeve F is adapted to be rotated with the shaft D so long as pressure is maintained on the knob E on which the palm of the motor-mans hand is adapted to rest while the controlling handle is being operated.

Adjacent to the shaft D within the controller casing is a rock-shaft H carrying an arm h which bears against the cam j, as is clearly shown in Figs. 2 and 3, whereby the movement of said cam will rock the shaft H. Also mounted on the rock-shaft His an arm ri carrying a block or insulation on which are mounted two connected springceases contact-fingers which cotiperate with. star tionary contacts forming therewith a, double pole switohl for closing and opening the power-errant when shaft H 1s rocked,

The insulating casing containing the blowout 0011 for the switch I is indicated at L. The reversing-switch BS is of the type used in connection with master-controllers fen train-control systems employing inotor-controllers of the separately-actuated contact type. The customary interlocking mechanism between the said reversing-switch and" the shaft D is indicated at W.

Mounted within the controller casing and operatively connected to the relay emergency valve which will behereinafter described is a pilot-valve which is adapted to cause said relay emergency valve to operate to apply the brakes in case the controller handle is released'by the operator.

Referring now to Fig. 5, which illustrates diagrammatically an automatic air-brake system, the main storage reservoir 11 is (301): nected to the train-pipe 15 through the engineers valve V and the casing P of the relay emergency valve, communication being made through the pipes 12, 13 and 14. The pressure in the main reservoir 11 is maintainedpractically constant by means of the motor-driven air-compressor 10.

Also connected with the'trainpipe 15 is the triplevalve 16 which controlsthe communication between the auxiliary reservoir 18 and brake cylinder 17 and train-pipe in a man ner now well understood by those familiar with automatic air-brake systems.- The engineers or motormans valve V is of the customary type and controls the admission of compressed-fluid from the source of supply to the train-pipe and also the exhaust from the train-pipe to atmosphere through wide and restricted passageways.

The casing -P of the relay emergency valve contains a slide-valve 31 which is adapted to control the communication be tween the train-pipe 15 and the engineers valve V and also the communication between said train-pipe 15 and the atmosphere through the exhaust pipe 40. This slide valve 31 is normally maintained in the position shown in Figs. 5 and 6 by means of the spring 41 so that the pipe 13 leading to the motorma-ns valve V Wlll be maintainednormally in communication with the pipe 14 leading to the train-pipe 15, the port 33 in said slide valve being normally in register with the port 32 in the valve seat. The said valve is maintained yieldingly on its seat by theaction of the spring 30 which rests against the extension 29 of the operatively connected with the valvefiland piston 26 is guided in its reciprocatory movements by the member 29 forn1ed on the opposite end of the extension29. The chamber is supplied with compressed'fiuid from the chemsoe se 28 through the contracted passa 'ewey formed in the pision 26 thus equsiiizing essure on'both sides of said piston 26. chamber 25 ii of: "(he piioovaive through the said piiot-vuive being eon- 1i arranged i'o exhaust the chmnatmosphere io allow the pressure ehzunher 28 to overcome the pressure 01" the spring 4-1 and move the valve 31 to the ieir. in this latter position the pos- .oe 4C is maintained on its seat 36 are of $318 spring 38; The presexeried by said spring 38 determines e fiu rhpressure in the iruin-pipe below not desired to go and may be vais a lever one end of Whicn is ne?! to impinge the waive spindle and the other end of which 'iies in the path oi projec'iion or 111; 114i formed on theunder side of the can; 11. The projection 44; is adapted to strike fine le'ver 43 50 as iio cause The piioi-Yuhe 24 to open Whenever the contzoiier handle is reieased by the operator, n'oi'idori (he reversing-switch HS is in one 2' "he other of its operuiive positions. The flier is pro ided with means whereby i-imay be heici out of engagement i: the lever -23 euii locked in such a posh 1 when iho reversing-switch is in iis neu- "Lrui posiiion. The said means, which renhe i11(1; -(8I1Cy \"fii\ inoperative at i'he 2 the handle release; by the operator, 1 1i i PWOi'Gfi to the cap-1 :ie A. Eli and ihe link 4-"? pivoted to ie lever-urn; 43 at -18. Theiever-arm 45 ha formed thereon a projeciion 49 adapted to eugngeihe recesses 50 and the projection 51 whieh'are formed on i'he reversing swiich eyiinrier. The reresses 5O correspond to the operui'ive positions of the reversiug-swiirh. The link 4-? has formed nit-its ouier end a shoulder 52 and a slot 53. The ehouider is: :uhipied to engage the projection or lug f i formed on ihe mun f, and the slot 5 3 c s in communication with iv formed in said slide valve 31 i isiio register with said poi-i and {he port ieading to the exl'iuusfe-pipe 40, J allowing the truinpipe to be e v ho aiinosphere. The pressure-reug valve 3? iocuieci in the exhaust pa...- s' 1 between the port 35 and the exing the position of the nut 39. 1

mots i cation between the tiruin-pi oe with the fixed pin 5% integreiiy or oiherwise itacheci to the cu i'orin a guide for the reeipro As wiii be clearly h; one side 7' of the eled a;

Quid (oni'roiier homjiie 118%. back to ifs oii position. v

in ihe rumination Oi. the {1 emergu wire, when the his: hand on the opei'utine p The pushnn r" a (102 11 into the noi i 55-: by locking the sieeY-e rotation of ihe haniiie operat the cut-out swii'eh i by use shaft H i'hrougzh the ageni und ihe cum 7" and then to eonii'o :1 (-irc'uiis by menus of he control der 3.

Vii ii'ihe op'eretin hm'iciiefin iis posiiion and ihereve 'iru i trail pesiiio 93 switch is sltious one after ziqpre roiaieii wit iug or projeeiion nionii With ihe eh term 1n ren'zoies-i on the enppleie show. ihr position oi i'he sieeie j with one arm of forces ihe oi'her arm oi gagemeni with he veive opening the pilot-mire onus he coinpresseriflu her 2'5 of the onr'rrgzenry ed to ofmosphere and uiiows open communication heiween i! and eimosphere is has been herea scribed. Aiso in this position of the (21m f allows the cut-out thrown open hy means oi ihe The air-brnkee are therefore deuiv and the pmver-eirouii While the irain-pipe 15 is beih Through the exhaust-pipe iue in such a position as to on": off :1.

motormans valve V; that is to say, the ports I to cut off the communication between the 3.2 and 33 are moved out ot-register with each other. This prevents any compressediluid passing into the train pipe from the source or supply through the motormans valve to maintain the pressure in the trainpipe thereby preventing the triple-valve 16 from operating to apply the brakes when the train -pipe is connected to atmosphere in through he emergency valve. It will of course be understood 1n connection with the ordinary automatic system that atthe time the motormansvalve isin its running position, the small passageway in said valve or the feed valve which is sometimes used in connection with said motormans valve allows a small amount of compressed air to flow from the source of supplyto the train-pipe to take care of any leakage in the 20 piping system and to maintain the brakes in their released position.

When the train-pipe 15 is brought into communication with the exhaust passageway through the emergency valve, the pressureretaining valve 37 will be forced away from its seat against the action of the spring 38,

provided the tluid pressure in the train-pipe is above the minimum required to operate said pressure-retaining valve. As soon as so the pressure in the trainpipe reaches the predetermined minimum amount the valve 37 is forced to its seat again by the action of the spring 38. For instance, suppose the train-pipe pressure is normally 70 pounds,

then if it requires 20 pounds reduction in pressure to cause the'triple-valve 16 to 0perate, the pressureretaining valve will be set to close at approximately 40 pounds pressure, thus maintaining a sufficient amount of 40 compressed-air in the train-pipe so that when the emergency valve is released it will take but a very short time to raise the train-pipe pressure to normal, operate the triple-valve and recharge the auxiliary reservoir 18. At

the same time a great saving in air takes place by'the use of such a pressure-retaining valve.

In order to release the brakes Without operating the motorinans valve, after they have been applied by the operation of the emergency valve, and also to reset the emergency valve actuating mechanism, it is merelynecessary to turn the controller handle back to its initial or ott' position and press the knob I so as to force the lower end of the bolt G into engagement with the inclined side f of the slot f thereby rotating the sleeve F about the shaft D and moving the" projection 1-4 away from the lever 43.

so The pilot-valve Qi-is thus allowed to close train-pipe and the'atmosphere. The'emergency valve 31 when in this position again connects the source of supply to the train- -pipe through the motormans valve or feed valve and therefore the pressure in the trainpipe 15 is almost instantly raised to a degree sufiicient to cause the triple valve to operate to exhaust the brake cylinder 17 and release the brakes. In this normal position of the emergency valve the operation of the brakes through the agency of the motormans valve V is not interfered, witln But should the valve 31 stick in such an inoperative position as to cut oil the communication between the motormans valve and the train-pipe and prevent the train-pipe exhausting to atmosphere in the proper manner, and the motormans valve is operated to apply the brakes, the fluid-pressure in chamber 28 will be reduced and the fluid-pressure in the train pipe will force the valve 31 from its seat against the action of the spring 30 and exhaust the train-pipe so as to apply the brakes.

The specific construction of the working parts of the motor-controller herein shown and described is not herein claimed, since it constitutes'no part of my present invention but forms the subject-matter of a patent to Frank E. Case, No. 750,947, February 2, 1904. Itis merely illustrated and described here to show more clearly how my invention may be applied to the type of master-con troller generally employed in train-control systems. It will be readily understood however that the invention is not limited in its application to. any specific type of motorcontrol.

I aim to cover in the claims hereto appended all modifications which do not involve a departure from the spirit and scope of my invention.

What I claim as new and desire to secure by Letters Patentof the United States, is,

1. In combination, on automatic airbrake system including the usual train-pipe and triple-valve connected thereto, an emergency valve for exhausting the train-pipe to actuate the triplevalve for applying the brakes, and a pressure-retaining valve for preventing the pressure in the train-pipe falling below a predetermined amount when the emergency valve is operated.

2. In an automatic air-brake system in combination with the usual train-pipe and triple-valves connected thereto, avalve for exhausting the\train-pipe to actuate the triple-valves for making an emergency appli'cation of the brakes, and a pressureretaining va-lve operat1ng to prevent the pressure in the train-pipe falling below a v predetermined amount when the emergency valve is operated.

I 3. In an automatic air-brake system in combination with the usual train-pipe and triple-valves connected thereto, a valve for exhausting the train-pipe to actuate the triple-valves for making an emergency application of the brakes, a pressure-reta1mng valve operating to prevent the pressure in thefltraiirpipe falling below a predetermined amount when the emergency valve is opaa'ated,-and means for adjusting said pressnrc retaining valve so that it will operate at any desired train-pipe pressure.

4'. In con'ibination, an automatic airbrahe system, a controlling handle, an emergency valve adapted to apply the brakes when the controlling handle is released bythe operator, and a pressure-retaining valve adapted to prevent any appreciable further reduction of the train-pipe pressure after the triple-valve or valves of the automatic air-brake system has been operated.

5. In con'ibination, an automatic airbrake system including the usual train-pipe and triple-valves connected thereto, a valve adapted to connect the train-pipe of said system to atmosphere to actuate the triplevalves in case of an emergency, and an auto- 1natieally-actuated valve for preventing the reduction of the pressure in the train-pipe to that of the atmosphere when the emergency valve is operated.

(3. In an automatic air-brake system, a slide-valve adapted to open communication between the tr:',in-pi pe of said system and the atmosphere, and means for maintaining said slide-valve yieldingly on its seat so that in-casc the said valve sticks in an inoperative position when it is desired to apply the brakes it will be forced from its seat by thepressure in the train-pipe.

7. In combination, an automatic airbrake system, a relay slide-valve adapted to connect the train-p ne to atmosphere in case of an emergency anu a the same time close the communication betwv n the train-pipe and the motminans valve, means for maintaining said slidevalve yieldingly on its seat, a piston operatively connected with said slide-valve, and a pilo -valve connected with the chamber in which said piston operates whereby said slide-valve is operated when the pilot-valve is operated.

S. In combination, an automatic airbrake system, a relay slide-valve adapted to connect the train-pipe to atmosphere in case ,of an emergency and at the same time close the comimmication between the train-pipe and the motormans valve, means for maintaining said slide-valve yieldingly on its seat. 4 a piston operatively connected with said 1 slide-valve, a pilot-valve connected with the chamber in which said piston operates whereby said slide-valve is operated when the PiIGtrVfllVB'lS operated, a motor-controller, an operating handle therefor, and means operetively connected with said handle for operating said pilot-valve when said handle is released by the operator.

9. In combination, an automatic airbrake system, including the usual train-pipe and triple-valves connected thereto, a slidevalvc-adapted to control the train-pipe pressure to actuate the triple-valves to apply the brakes incase of an emergency, means for maintaining said slide-valve yieldingly on its seat, a piston operatively connected with said slide-valve, :and means .for cpntrolling the operation of said piston from a distant point.

10. In combination, an automatic airbrake system including the usual train-pipe and triple-valves connected thereto, an emergency valve for exhausting the train-pipe to actuate the triple-valves for applying the brakes,n ieans for preventing the pressure in the train pipe falling below a predetermined amount when the emergency valve is operated, andfl'ieans for controlling said valve from a distant point. I

v 11. In combination, an automatic airbrake system including the usual train-pipe and triple-valves connected thereto, an emergency valve for exhausting the train-pipe to actuate the triple-valves for applying the brakes, and means for preventing the pressure in the train pipe falling below a predetermined amount when the emergency valve is operated.

12. In combination, an automatic airbrake system including the usualtraimpipe and triple elves connected thereto, an emeia grncy valve for exhausting the train-pipe to actuate the triple-valves for applying the brakes, means for controlling said valve from a distant point, and means associated with said emergency valve for preventing the pressure in said train pipe from falling below a predetermined point when the emergency valve is operated.

13. In combination, an automatic airbrake system, a controlling valve, an emergency valve governed by said controlling,

valve and situated between said controlling valve and the train pipe, and means assciatcd with said-emergency valve for preventing the exhausting of said train pipe bealion of said emergency valve.

'115 low a predetermined pressure upon the oper- 14-. In an automatic air-brake system, in

combination with the usual train-pipe and triple-valves connected thereto, an emergency valve arranged to exhaust the train-p pe to actuate the triple-valves for applying the brakes, and a-pressure-retaining valve in the exhmist'connection of said emergency valve. In witness whereof, I have hereunto set my-hand this 14th day of July, 1903. I

' FRED B. COREY.

Witnesses:

' BENJAMIN B. HULL,

HELEN Onronm 

